Traction control system

ABSTRACT

A foot pedal is pivotally connected to a bracket member wherein is operatively communicated a Hall effect sensing means for use in sensing the position of the foot pedal. A Hall effect sensing means is communicated to a control module, which in combination the assembly is operable to logically determined the position of the foot pedal with respect to driving the vehicle in forward or reverse positions as well as a neutral position. The control module in conjunction with the Hall effect sensing means is operable to engage various vehicle components such as reverse indicating lights and the like. Additionally the Hall effect sensing means and control module may be used to disengage a secondary power source or power take off from the engine when driving the vehicle in the reverse correction. Finally an electromagnet is electrically communicated with the control module so that when engaged by the control modules, the electromagnet fixedly holds the foot pedal in place to serve as a cruise control function.

[0001] This application claims priority from U.S. ProvisionalApplication, Serial No. 60/201,096, filed on May 2, 2000, titled RIDINGLAWN TRACTOR.

BACKGROUND OF THE INVENTION

[0002] A. Field of Invention

[0003] The present invention relates to the art of Hall Effects sensorsused in conjunction with the vehicle, and more specifically a vehicleaccelerator mechanism.

[0004] B. Background

[0005] It is well-known in the art to provide mechanical linkagesbetween a foot pedal and the throttle of an associated vehicle engine.As the foot pedal is depressed the mechanical linkage engages the engineto run at various operating levels. Over time the mechanical linkageswear creating inconsistent operating conditions. What is needed is awayof determining the position of the foot pedal that changes with usage ofthe vehicle.

SUMMARY OF THE INVENTION

[0006] It is an object of the present invention to provide a non-contactsensor for use with the vehicle accelerator paddle.

[0007] It is another object of the present invention to provide a Halleffect sensor for use with the vehicle.

[0008] It is still another object of the present invention to provide acruise control mechanism utilizing an electromagnet.

[0009] It is yet another object of the present invention to utilize aHall effect sensor to inhibit the startup of the vehicle engine when theaccelerator paddle is depressed.

[0010] It is still yet another object of the present invention toutilize a Hall effect sensor to engage a vehicle backing light.

[0011] In accordance with the present invention, there is provided aHall effect sensor mechanically linked to an accelerator pedal of thevehicle. The Hall effect sensor includes a sensor housing, a Hall Effectsensor member and a magnetic displacement member. The magneticdisplacement member is slidable to be displaced relative to the HallEffect sensor when the accelerator pedal is depressed by an operator.The Hall Effect sensor includes an electrical output that is responsiveto the displacement of the displacement member. A control module isincluded that is electrically communicated with the output from the Halleffect sensor. The control module may be communicated to backing lightsand may be operatively connected to inhibit startup of the vehicleengine or inhibit power communicated to be power takeoff shaft. The Halleffect sensor and control module may also include an electromagnet thatis operatively juxtaposed to the accelerator pedal of the vehicle. Acruise switch may be operatively communicated with the control module sothat when engaged, the control module sends an electric signal to theelectromagnet of fixing the position of the accelerator paddle.

[0012] Other objects and advantages of the invention will appear fromthe following detailed description of the preferred embodiment of theinvention with reference being made to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The invention may take physical form in certain parts andarrangement of parts, a preferred embodiment of which will be describedin detail in this specification and illustrated in the accompanyingdrawings which form a part hereof and wherein:

[0014]FIG. 1 is a side view of a vehicle.

[0015]FIG. 2 is a perspective view of the foot pedal and mechanicallinkages.

[0016]FIG. 3 is a side view of the foot pedal and mechanical linkages.

[0017]FIG. 4 is a partial cutaway view of the Hall effect sensing means.

[0018]FIG. 5 is a top view of the foot pedal and mechanical linkages.

DESCRIPTION OF THE PREFERRED EMBODIMENT

[0019] Referring now to the drawings wherein the showings are forpurposes of illustrating a preferred embodiment of the invention onlyand not for purposes of limiting the same, FIG. 1 depicts a vehicleshown generally at 1. The vehicle 1 includes an engine 2 for use inproviding power to drive wheels, 6 and 6′. The engine 2 is fixedlysecured to a frame 3. An implement is provided, which in the preferredembodiment is a mower deck 4. However it is noted that any implement maybe used in conjunction with the vehicle 1 has chosen with soundengineering judgment. The vehicle also includes front ground engagingwheels, 7 and 7′. The front ground engaging wheels, 7 and 7′, areoperatively attached to the frame so as to provide steering for thevehicle 1. A steering wheel 8 includes mechanical linkage, not shown,that is operatively attached to the grounding wheels, 7 and 7′, for usein selectively steering the vehicle in a desired direction. The vehicle1 includes a foot pedal 10 that is operatively attached to the engine 2of the vehicle 1 via mechanical linkage 11. In this manner, the footpedal 10 controls the level of revolutions per minute, RPMs, at whichthe engine 2 operates. A brake pedal 13 is pivotally attached to theframe 3 of the vehicle 1. Additionally, the brake pedal 13 isoperatively connected to the vehicle brakes, not shown, in a mannerwell-known in the art. The brake pedal 13 is also connected to themechanical linkage 11, such that when the brake pedal 13 is depressed,the brake pedal 13 returns the foot pedal 10 to a neutral position. Thevehicle 1 also includes a key switch 14 that is communicated with theengine 2 for use in starting the engine 2. A cruise control device 17 isalso included, wherein when engaged, the cruise control device 17affixes the position of the foot pedal 10 so as to maintain the level atwhich the engine 2 operates when the cruise control device 17 isengaged.

[0020] With reference to FIGS. 2 and 3, a foot pedal is shown generallyat 10. The foot pedal 10 is connected to the engine 2 of the vehicle 1so as to selectively engage the engine to run at different levels ofrevolutions per minute, RPMs. The foot pedal 10 is connected to theengine 2 via mechanical linkage 11, as will be discussed in a subsequentparagraph. In this manner, the foot pedal 10 serves as an engaging means18 for use in engaging the engine 2. It is noted, that the foot pedal 10is pivotally connected with respect to the frame 19 of the vehicle 1 viaa pivoting rod 20. The pivoting rod 20 is fixedly attached at one end tothe foot pedal 10 and extends through the frame member 21 for use inoperatively connecting to the mechanical linkage 11, as will bediscussed in a subsequent paragraph. The foot pedal 10 has first andsecond portions, 14 and 15. The first portion 14 of the foot pedal 10and the second portions 15 of the foot pedal 10, each have footpadmembers 24. It is intended, that the operator of the vehicle 1 maneuverthe foot pedal 10 by applying a force with the operators foot to eitherthe first portion 14 or the second portion 15. By applying a force tothe first portion 14 of the foot pedal 10, the foot pedal 10 will pivotin the direction indicated by the arrow designated A, as clearly shownin FIG. 3. Likewise, by applying a force to the second portions 15 ofthe foot pedal 10, the foot pedal 10 will pivot in the directionindicated by the arrow designated B. The connection of the foot pedal 10with the mechanical linkage 11 is so configured so that when the footpedal 10 is actuated or engaged in the A direction, the drive wheels, 6and 6′, will be driven in a first a direction. In the preferredembodiment, the first direction is a forward direction. Similarly, whenthe foot pedal 10 is depressed or engaged in the B direction, the drivewheels, 6 in 6′, are driven in a second or reverse direction.

[0021] With reference now to FIG. 2, a brake pedal 13 is shown pivotallyconnected to the frame member 21. The brake pedal 13 includes a secondpivoting rod 27 that extends through the frame member 21 in operativelyconnects to the mechanical linkage 11. The brake pedal 13 includesfurther mechanical linkage, not shown, that subsequently connects to thebraking mechanisms of the vehicle 1. In that braking mechanisms arewell-known in the art, no further explanation will be offered at thistime. It is noted at this point, that the brake pedal 13 has multiplefunctions, in that it serves to engage the braking mechanisms of thevehicle 1 and it functions to return the foot pedal 10 to a neutralposition.

[0022] With reference is again to FIGS. 2 and 3, a bracket member 28 isshown disposed on an opposite side of the frame member 21 with respectto the foot pedal 10. The pivoting rod 20 is fixedly attached to thebracket member 28. In this manner, when the foot pedal 10 is depressedin either the A or B direction, the bracket member 28 is also pivoted orrotated in the same respective direction, A or B. In other words, thebracket member 28 pivots in synchronous with the foot pedal 10. Abiasing means 29 is shown using a spring member 30, wherein the springmember 30 returns the bracket member 28, and consequently the foot pedal10, to a null or neutral position. This neutral position is the defaultposition of the foot pedal 10. The biasing means 29 may be any biasingmeans chosen with sound engineering judgment so as to return the bracketmember 28, and the foot pedal 10, to the neutral position. It is notedat this point, that the neutral position of the foot pedal 10 may changeovertime as the mechanical linkages wear. The throttle member 31 isshown fixedly attached at one end to the bracket member 28. The otherend of the throttle member 31, not shown, is operatively connected tothe engine 2 in a manner so as to engage the engine 2 in differentlevels of operating RPMs. A brake nulling linkage 32 is also shownoperatively connecting the second pivoting rod 27 with the bracketmember 28. The brake nulling linkage 32 includes a nulling pin 33 thatis received into slot 35 of the bracket member 28. When the break pedal13 is depressed, the brake nulling linkage 32 moves linearly relative tothe pivoting of the break pedal 13 and resultantly forces the bracketmember 28 into the neutral position.

[0023] With reference now to FIGS. 2 and 4, a non-contact sensing means38 is shown having first and second ends, 40 and 41. The first end 40 ofthe non-contact sensing means 38 is pivotally attached to the bracketmember 28. The second ends 41 of the non-contact sensing means 38 ispivotally attached to the frame 19. In this manner, when the bracketmember 28 is rotated, by the action of the foot pedal 10, the first end40 moves linearly with respect to the second end 41 of the non-contactsensing means 38. In other words, the first end 40 of the non-contactsensing means 38 is movable or slidable with respect to the second end41 of the non-contact sensing means 38. In this way, when the foot pedal10 is depressed in either the A or B direction, the first end 40 of thenon-contact sensing means 38 moves proportionately to the degree thatthe foot pedal 10 is depressed with respect to the second end 41 of thenon-contact sensing means 38. In the preferred embodiment, thenon-contact sensing means 38 is a Hall Effect sensing means 39. The HallEffect sensing means 39 includes a sensor member 42, and a displacementrod 43 that has first and second ends, 44 and 45. A magnetic member 46is fixedly disposed on the first end 44 of the displacement rod 43. Asthe displacement rod 43 is moved in proportion to the degree that thefoot pedal 10 is depressed, the sensor member 42 sends an electricalsignal via conductors 47 responsive to the distance that the magneticmember 46 is from the sensor member 42. In this manner, the sensormember 42 can operatively determined the distance that the magneticmember 46 is from the sensor member 42. In that Hall Effect sensors andthe operation thereof is well-known in the art, no further explanationwill be offered at this point. It is noted that the second end 45 of thedisplacement of rod 43 is pivotally attached to the frame 19.

[0024] With reference now to FIGS. 2 and 4, a control module 50 is shownelectrically communicated to the Hall effect sensing means 39. Thecontrol module 50 may be comprised of a circuit board 51 and may includea microprocessor 52 for use in logically processing the signals from theHall effect sensing means 39. However any means of logically processingthe signals of the Hall effect sensing means 39 may be chosen with soundengineering judgment as is appropriate for use with Hall effect sensors.It is expressly noted, that the control module 50 may be operable todistinguish relative degrees that the foot pedal 10 is depressed, viatranslation of the pivotal motion of the foot pedal 10 into linearmotion of the Hall effect sensing means 39. The control module 50 mayalso be operable to determine rates of change of the foot pedal 10.However, any information available from the sensory feedback of the Halleffect sensing means 39 may be logically processed and communicated bythe control module 50 as chosen with sound engineering judgment.

[0025] With reference now to FIGS. 2, 3 and 5, a magnetic member 60 isshown operatively attached to the bracket member 28. In the preferredembodiment, an extension member 61, extends from the bracket member 28in a manner, most clearly shown in FIG. 5. A pin member 63 rigidlyprotrudes from the extension member 61 in a direction toward the frame19. The magnetic member 60 is received by the pin member 63 and isslidably connected thereto. A spring means 64 is operatively disposedbetween the magnetic member 60 and the extension member 61 so as toapply a force sufficient to maintain the juxtaposition of the magneticmember 60 to the frame 19. In the preferred embodiment, the spring means64 is a coil spring 65. In the preferred embodiment the magnetic member60 is an electromagnet 67. While it is noted that the magnetic member 60is laterally slidable with respect to the bracket member 28, themagnetic member 60 is rigidly attached to the bracket member 28 withrespect to rotational motion. The magnetic member 60 or theelectromagnet 67 includes conductors 68 whereby electrical currents arecommunicated to engage the electromagnet 67. When the electromagnet 67is electrically engaged, the electromagnet 67 and the rigidly attachedbracket member 28 and consequently the foot pedal 10 are fixedly held inposition by the magnetic attraction of the electromagnet 67 to the frame19. In this manner, the electromagnet 67 serves as a cruise controldevice 17, which serves to hold the position of the foot pedal 10 inplace without pressure are being applied to the foot pedal 10 by theoperator. In the preferred embodiment, a cruise switch 16 disposed onthe dashboard 71 of the vehicle functionally engages a cruise controldevice 17. When the cruise switch 16 engaged, a control signal isreceived by the control module; in turn, the control module 50 mayelectrically communicate current to engage the electromagnet 67. Todisengage the cruise control device 17, during operation thereof, theoperator may apply a force against the foot pedal 10 in either of thedesired to directions, A or B overcoming the magnetic attractive forcesbetween the electromagnet 67 and the frame 13, which would displace thedisplacement rod 43 and consequently signal the control module 50 that achange in position of the foot pedal 10 has occurred. Once the footpedal 10 has been displaced by threshold value, the control module 50would disconnect current from the electromagnet 67 thereby disengagingthe cruise control device 17. It is also noted, that the brake pedal 13may be operatively connected to the control module 50 so that when thebrake pedal is depressed the control module 50 would disengage thecruise control device 17. Additionally disengagement of the cruiseswitch 16 may likewise signal the control module 50 to disengage thecruise control device 17.

[0026] With continued reference to FIGS. 1 through 5, a furtherdescription of the operation of the Hall effect sensing means 39 inconjunction with the various components of the vehicle 1 will now bediscussed. The foot pedal 10 in having first and second portions 14 and15 respectively is operable, as previously discussed, to be depressed ina first direction A and a second direction B. When the foot pedal 10 isdepressed in the A direction, the engine 2 or prime mover drives to theground engaging wheels 6 and 6′ in a first direction, which in thepreferred embodiment is a foreword direction of travel. Likewise whenthe foot pedal 10 is depressed in the B direction, the prime moverdrives the ground engaging wheels 6 and 6′ in a second direction, whichin the preferred embodiment is a reverse direction of travel. It iscontemplated, that the engine or prime mover may be an hydrostatic drivesystem. However any means of driving the ground engaging wheels in amanner as previously described may be chosen with sound engineeringjudgment. The foot pedal 10 may be engaged into a first position. In thepreferred embodiment, the first position is a first limiting position87. The first limiting position 87 is the limit at which the foot pedal10 may be depressed in the A direction. Likewise the foot pedal 10 maybe engaged into a second position, which may be a second limitingposition 88 in the B direction. Additionally the foot pedal 10 aspreviously described may be biased by the biasing means 29 into aneutral position. In the neutral position, the prime mover issubstantially not engaged to drive the ground engaging wheels 6 and 6′in either of the first or second directions. In other words in theneutral position of the foot pedal 10 the ground engaging wheels 6 and6′ are not being driven. It is noted at this point, that the neutralposition of the foot pedal 10 may change as the mechanical linkages andcomponents of the mechanism wear over time. Consequently the controlmodule 50 may logically store the position of the foot pedal 10 when thevehicle 1 is braked or when the vehicle is turned off. In this manner,the neutral position of the foot pedal 10 may change a and consequentlythe control module 50 logically stores the current neutral position foruse during the next operation of the vehicle 1. Storage of the currentneutral position may be accomplished because the control module isoperatively communicated to both the brake pedal and the key switch 14of the vehicle, wherein when the vehicle is either braked or turned offa signal is received by the control module to logically store thecurrent position of the foot pedal as the new neutral position. Incontinuation, the degree that the operator depresses the foot pedal 10in the A direction determines the rates or the level of power that theground engaging wheels 6 and 6′ are driven in the foreword direction. Inother words, depressing the foot pedal 10 in the A direction by a smallamount would cause of the prime mover to drive at a commensurate level.Likewise depressing the foot pedal 10 in the A direction by the maximumamount, which consequently would result in depressing the foot pedal 10all the way to the first limiting position 87, would cause the primemover to be driven at a maximum amount. It is noted that the foot pedal10 and its configuration with respect to operating the or prime mover isanalog in nature or in other words is infinitely variable between theneutral position and the first limiting position 87 or second limitingposition 88. In a similar matter, when the foot pedal 10 is depressed inthe B direction the prime mover is driven in the reverse direction by anamount commensurate with a degree that the foot pedal 10 was depressed.

[0027] In that the Hall effect sensing means 39 is operatively connectedto the foot pedal 10 so as to precisely determine the position andchange in position of the foot pedal 10 when operated, the Hall effectsensing means 39 is operable to output an electrical signal responsiveto the degree that the foot pedal 10 has been engaged or depressed.Subsequently, in that the output of the Hall effect sensing means 39,via sensing member 42, is electrically communicated to the controllingmeans 50, the controlling means 50 may perform various operations basedupon the sensor inputs. In the preferred embodiment, the vehicle 1 hasan indicating means, which may be reversing lights 90. When the footpedal 10 is depressed in the B direction, during operation of thevehicle 1, the control module 50 is operable to determine that the footpedal 10 has been engaged out of the neutral position and into a secondposition, which drives the ground engaging wheels 6 and 6′ in thereverse direction. In other words when the foot pedal 10 is depressed sothat the driven state of the vehicle 1 is changed from the neutral orsubstantially non-driven state to a reverse driven state, the controlmodule 50 determines the change of driven state of the vehicle 1 andturns on the reversing lights 90. Consequently when the foot pedal 10changes from the reverse driven state to the neutral position, thecontrol module 50 determines the change of driven state and turns offthe reversing lights 90. It is contemplated in an alternate embodiment,that during the above-mentioned change of state that the control moduleis also operatively communicated to a second power output or power takeoff, not shown. The power take off or PTO may be operativelycommunicated to the engine 2 or prime mover wherein power from theengine is communicated to a PTO shaft, not shown. In this embodiment,when the foot pedal 10 is depressed in the B direction, the controlmodule 50, being operatively communicated to the power takeoff, woulddisconnect power from being communicated from the engine 2 to the powertakeoff shaft.

[0028] A key switch 14, as shown in FIG. 1 is communicated so as to turnon the engine 2. When the key switch 14 is engaged from an “off”position to an “on” position, the engine 2 is turned on. An alternateembodiment is contemplated, wherein when the foot pedal 10 is depressedin either the A or B directions, the control module 50, beingoperatively communicated to the key switch 14, inhabits the startup ofthe engine 2 until the foot pedal 10 is returned to the neutralposition.

[0029] While specific embodiments of the invention have been describedand illustrated, it is to be understood that these embodiments areprovided by way of example only and that the invention is not to beconstrued as being limited thereto but only by proper scope of thefollowing claims.

I/We claim:
 1. A vehicle, comprising: a frame; at least a first ground engaging wheel rotatably connected with respect to said frame; an engine fixedly attached to said frame, said engine operatively connected to drive said at least a first ground engaging wheel in first and second directions; engaging means operatively communicated to said engine for use in selectively driving said engine, said engaging means being selectively adjustable between at least first and second positions; and, non-contacting sensing means operatively communicated to said engaging means for use in sensing said at least first and second positions of said engaging means.
 2. The vehicle of claim 1, wherein when said engaging means is adjusted into said first position said at least a first ground engaging wheel is driven in a forward direction, and, wherein when said engaging means is adjusted into said second position said at least a first ground engaging wheel is driven in a reverse direction, and, wherein said engaging means can further be adjusted into a neutral position, wherein when said engaging means resides in said neutral position said at least a first ground engaging wheel is substantially not driven in either of said forward or reverse directions.
 3. The vehicle of claim 2, wherein said engaging means is a pedal member, wherein said at least first and second positions are at least first and second limiting positions, and, wherein said pedal member is variably adjustable between said first limiting and neutral and second limiting positions.
 4. The vehicle of claim 3, wherein said pedal member comprises: biasing means for use in biasing said pedal member into said neutral position.
 5. The vehicle of claim 4, further comprising: indicating means for use in selectively indicating when said vehicle is driven in said reverse direction, said indicating means operatively communicated to said engaging means, and, wherein when said engaging means is adjusted into said second position said indicating means is activated to indicate that said vehicle is driven in said reverse direction.
 6. The vehicle of claim 2, wherein said non-contacting sensing means comprises: a sensor housing operatively attached to said frame; a non-contacting sensor member fixedly mounted to said sensor housing; a displacement member operatively movably attached with respect to said sensor housing, wherein when said engaging means is adjusted said displacement member is responsively displaced relative to said non-contacting sensor member; and, wherein said non-contacting sensor member is operable to provide at least a first output responsive to said displacement of said displacement member.
 7. The vehicle of claim 6, wherein said non-contacting sensor member is a Hall Effect sensor member, and, wherein said displacement member includes a magnet.
 8. The vehicle of claim 7, further comprising: a control module operatively attached to said frame, said control module operatively communicated to receive said at least a first output from said non-contacting sensor member.
 9. A vehicle of claim 8, wherein said control module is operatively communicated to said engine for use in selectively inhibiting said engine from being turned on; and, wherein when said engaging means is selectively adjusted in either of said first and second positions said control module inhibits said engine from being turned on.
 10. The vehicle of claim 2, wherein said engine includes a power take off shaft, said power take off shaft being operatively communicated to receive output power from said engine, and, wherein when said engaging means is adjusted into said second position said output power from said engine is disconnected from said power take off shaft.
 11. The vehicle of claim 10, further comprising: a vehicle implement operatively attached to said frame, wherein said vehicle implement is in operable communication with said power take off shaft.
 12. The vehicle of claim 11, wherein said work implement is a mower deck.
 13. A cruise control for a vehicle, comprising: a frame portion; a pedal member operatively attached to said frame portion, said pedal member operatively communicated to an associated engine for use in selectively engaging said associated engine, said pedal member including at least a first ferrous portion, wherein said ferrous portion is juxtaposed to said frame portion; a magnetic member operatively juxtaposed to magnetically engage said ferrous portion of said pedal member with said frame portion; and, controlling means for use in controlling said magnetic member, said controlling means being operatively communicated to said magnetic member.
 14. The cruise control of claim 13, wherein said magnetic member is an electromagnetic member.
 15. The cruise control of claim 14, wherein said controlling means comprises: a control module operable to receive at least a first input signal, wherein said control module is operable to output an electrical signal to engage said electromagnetic member; and further comprising: a cruise switch operatively communicated to said control module for use in selectively engaging said cruise control; a non-contacting sensing means operatively connected to said pedal member for use in sensing displacement of said pedal member, said non-contacting sensing means operable to provide at least a first output responsive to said displacement of said pedal member, wherein said at least a first output from said non-contacting sensing member is operatively communicated with said control module; and, wherein displacement of said pedal member disengages said cruise control.
 16. The cruise control of claim 15, wherein said non-contacting sensing means comprises: a sensor housing; a non-contacting sensor member fixedly mounted to said sensor housing; a displacement member operatively movably attached with respect to said sensor housing, wherein when said pedal member is adjusted said displacement member is responsively displaced relative to said non-contacting sensor member; and, wherein said non-contacting sensor member is operable to provide at least a first output responsive to said displacement of said displacement member. 